U.S. patent application number 12/432027 was filed with the patent office on 2009-11-05 for extension of the application of multiple injection hcci combustion strategy from idle to medium load.
This patent application is currently assigned to GM GLOBAL TECHNOLOGY OPERATIONS, INC.. Invention is credited to Barry L. Brown, Chen-Fang Chang, Jun-Mo Kang, Nicole Wermuth, Hanho Yun.
Application Number | 20090272363 12/432027 |
Document ID | / |
Family ID | 41255743 |
Filed Date | 2009-11-05 |
United States Patent
Application |
20090272363 |
Kind Code |
A1 |
Yun; Hanho ; et al. |
November 5, 2009 |
EXTENSION OF THE APPLICATION OF MULTIPLE INJECTION HCCI COMBUSTION
STRATEGY FROM IDLE TO MEDIUM LOAD
Abstract
A method for controlling an internal combustion engine includes
monitoring an engine operating state and selectively operating the
engine in a multiple-injection, multiple-ignition combustion mode
comprising three injection events based upon the engine operating
state. The selective operation includes controlling a first
injection during a recompression period of the combustion cycle,
controlling a second injection event effective to establish a
homogeneous fuel charge prior to a main combustion, and controlling
a third injection late in the compression phase of the combustion
cycle.
Inventors: |
Yun; Hanho; (Oakland
Township, MI) ; Wermuth; Nicole; (Ann Arbor, MI)
; Brown; Barry L.; (Lake Orion, MI) ; Kang;
Jun-Mo; (Ann Arbor, MI) ; Chang; Chen-Fang;
(Troy, MI) |
Correspondence
Address: |
CICHOSZ & CICHOSZ, PLLC
129 E. COMMERCE
MILFORD
MI
48381
US
|
Assignee: |
GM GLOBAL TECHNOLOGY OPERATIONS,
INC.
DETROIT
MI
|
Family ID: |
41255743 |
Appl. No.: |
12/432027 |
Filed: |
April 29, 2009 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
61049936 |
May 2, 2008 |
|
|
|
Current U.S.
Class: |
123/295 ;
123/299; 701/103 |
Current CPC
Class: |
F02B 1/12 20130101; F02D
41/3064 20130101; F02D 41/402 20130101; F02B 17/005 20130101; F02D
2250/31 20130101; F02B 2075/125 20130101; F02D 41/006 20130101;
F02D 41/3035 20130101; F02D 13/0253 20130101; F02D 13/0219
20130101; F02D 13/0265 20130101; F02B 23/101 20130101; F02D 13/0207
20130101; F02D 41/3041 20130101; Y02T 10/12 20130101; F02D 41/3836
20130101; F02P 15/08 20130101; Y02T 10/40 20130101 |
Class at
Publication: |
123/295 ;
123/299; 701/103 |
International
Class: |
F02B 17/00 20060101
F02B017/00; F02B 3/00 20060101 F02B003/00; F02D 41/30 20060101
F02D041/30 |
Claims
1. Method of operating a four-stroke internal combustion engine
including a variable volume combustion chamber defined by a piston
reciprocating within a cylinder between top-dead center and
bottom-dead center points, intake and exhaust passages, intake and
exhaust valves controlled during repetitive, sequential exhaust,
intake, compression and expansion phases of a combustion cycle, a
direct injection fuel system and a spark ignition system,
comprising: monitoring an engine operating state comprising an
engine speed and an engine load; and selectively operating the
engine in a multiple-injection, multiple-ignition combustion mode
comprising three injection events based upon the engine speed and
the engine load, the operating comprising: controlling a first
injection event during a recompression period of the combustion
cycle; controlling a second injection event effective to establish
a homogeneous fuel charge prior to a main combustion; and
controlling a third injection event late in the compression phase
of the combustion cycle.
2. The method of claim 1, wherein the operating further comprises:
a first ignition calibrated to the first injection; and a second
ignition calibrated to the third injection.
3. The method of claim 1, wherein the third injection event and the
first injection event are selected based upon predicted NOx
emissions and predicted combustion stability.
4. The method of claim 1, wherein controlling the first injection
event is based upon a desired amount of fuel reforming.
5. The method of claim 1, wherein controlling the third injection
event comprises controlling a flame-induced compression of the
homogeneous fuel charge during the main combustion for triggering
auto-ignition of the homogeneous fuel charge.
6. The method of claim 1, wherein controlling the second injection
event comprises controlling at least one injection pulse based upon
the first injection event, the third injection event, and a desired
engine work output.
7. The method of claim 1, wherein selectively operating the engine
in the multiple-injection, multiple-ignition combustion mode based
upon the engine speed and the engine load comprises operating the
engine in the multiple-injection, multiple-ignition combustion mode
when the engine speed and engine load indicate engine conditions
insufficient to maintain auto-ignition in a single injection
homogeneous charge compression ignition mode.
8. The method of claim 1, further comprising: determining a desired
fuel pressure based upon the speed of the engine and the load of
the engine; and utilizing the desired fuel pressure to control fuel
injection into the engine; and wherein the desired fuel pressure is
calibrated to the speed and the load based upon increased stability
of the engine at lower fuel pressures and lower soot emissions from
the engine at higher fuel pressures.
9. Method of operating a four-stroke internal combustion engine
including a piston reciprocating within a cylinder, intake and
exhaust valves controlled during repetitive, sequential exhaust,
intake, compression and expansion phases of a combustion cycle, a
direct injection fuel system and a spark ignition system, the
method comprising: monitoring an engine operating state comprising
an engine speed and an engine load; and when the engine operating
state indicates engine conditions insufficient to maintain
auto-ignition in a single injection homogeneous charge compression
ignition mode, operating the engine in a multiple-injection,
multiple-ignition combustion mode comprising three injection events
comprising: modulating a proportion of a spray-guided spark
ignition operation; modulating an injection event timing and an
ignition timing during a recompression period of the combustion
cycle according to a desired reforming amount; and modulating an
additional injection event effective to establish a homogeneous
fuel charge and achieve a desired engine work output.
10. System for operating a four-stroke internal combustion engine
including a variable volume combustion chamber defined by a piston
reciprocating within a cylinder between top-dead center and
bottom-dead center points, intake and exhaust passages, and intake
and exhaust valves controlled during repetitive, sequential
exhaust, intake, compression and expansion phases of a combustion
cycle, a direct injection fuel system and a spark ignition system,
the system comprising: the intake and exhaust valves; the direct
injection fuel system; the spark ignition system; and a control
module operating the engine in a multiple-injection,
multiple-ignition combustion mode comprising three injection
events.
11. The system of claim 10, wherein the control module further
monitors a speed of the engine, monitors a load of the engine, and
controls the engine to operate in one of a plurality of discreet
multiple-injection, multiple-ignition combustion modes based upon
the speed of the engine and the load of the engine.
12. The system of claim 11, wherein the control module controlling
the engine based upon the speed of the engine and the load of the
engine comprises the control module comparing the speed of the
engine and the load of the engine to values in a look-up table, and
identifying a preferred combustion mode based upon the comparison
to the look-up table.
13. The system of claim 11, wherein the plurality of discreet
multiple-injection, multiple-ignition combustion modes comprises: a
first combustion mode, wherein timings of an injection event and an
ignition during a recompression period of the combustion cycle are
controlled for a desired amount of fuel reforming, and timings of
an injection event and ignition in the compression phase of the
combustion cycle are controlled to achieve a desired combustion
stability through spray-guided spark-ignition, wherein the first
combustion mode is a preferred combustion mode when the speed of
the engine and the load of the engine are low.
14. The system of claim 13, wherein the plurality of discreet
multiple-injection, multiple-ignition combustion modes further
comprises: a second combustion mode, wherein timings of the
injection event and ignition in the main compression are controlled
to limit spray-guided spark-ignition based upon a minimum
combustion stability.
15. The system of 14, wherein the plurality of discreet
multiple-injection, multiple-ignition combustion modes further
comprises: a third combustion mode comprising a close separation
triple injection event strategy based upon reducing a NOx emission
and a soot emission and increasing the combustion stability,
wherein the third combustion mode is the preferred combustion mode
when the speed of the engine and the load of the engine are
high.
16. Method of operating a four-stroke internal combustion engine
including a variable volume combustion chamber defined by a piston
reciprocating within a cylinder between top-dead center and
bottom-dead center points, intake and exhaust passages, intake and
exhaust valves controlled during repetitive, sequential exhaust,
intake, compression and expansion phases of a combustion cycle, a
direct injection fuel system and a spark ignition system,
comprising: monitoring an engine operating state comprising an
engine speed and an engine load; and selectively operating the
engine in a multiple-injection, multiple-ignition combustion mode
comprising three injection events based upon the engine speed and
the engine load, the operating comprising: controlling a first
injection during a recompression period of the combustion cycle;
controlling a second injection event within a period spanning the
intake phase of the combustion cycle and an early period part of
the compression phase of the combustion cycle to effect a
homogeneous fuel charge; and controlling a third injection late in
the compression phase of the combustion cycle to effect a
stratified fuel charge.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of U.S. Provisional
Application No. 61/049,936 filed on May 2, 2008, which is hereby
incorporated herein by reference.
TECHNICAL FIELD
[0002] This disclosure is related to spark-ignited, direct
injection (SIDI), homogeneous-charge compression-ignition (HCCI)
capable, internal combustion engines.
BACKGROUND
[0003] The statements in this section merely provide background
information related to the present disclosure and may not
constitute prior art.
[0004] Internal combustion engines, especially automotive internal
combustion engines, generally fall into one of two
categories--spark ignition engines and compression-ignition
engines. Traditional spark ignition engines, such as gasoline
engines, are known to function by introducing a fuel/air mixture
into the combustion cylinders, which is then compressed in the
compression stroke and ignited by a spark plug. Traditional
compression-ignition engines, such as diesel engines, typically
function by introducing or injecting pressurized fuel into a
combustion cylinder near top dead center (TDC) of the compression
stroke, which ignites upon injection. Combustion for both
traditional gasoline engines and diesel engines involves premixed
or diffusion flames that are controlled by fluid mechanics. Each
type of engine has advantages and disadvantages. In general,
gasoline engines produce fewer emissions but are less efficient,
while, in general, diesel engines are more efficient but produce
more emissions.
[0005] More recently, other types of combustion methodologies have
been introduced for internal combustion engines. One of these
combustion concepts is known in the art as HCCI combustion. HCCI
combustion, also referred to as controlled auto-ignition
combustion, comprises a distributed, flameless, auto-ignition
combustion process that is controlled by oxidation chemistry,
rather than by fluid mechanics. In an engine operating in the HCCI
combustion mode, the intake charge is nearly homogeneous in
composition, temperature, and residual level at intake valve
closing time. Because controlled auto-ignition is a distributed
kinetically-controlled combustion process, the engine operates at a
very dilute fuel/air mixture (i.e., lean of a fuel/air
stoichiometric point) and has a relatively low peak combustion
temperature, thus forming extremely low NO.sub.x emissions. The
fuel/air mixture for controlled auto-ignition is relatively
homogeneous, as compared to the stratified fuel/air combustion
mixtures used in diesel engines, and, therefore, the rich zones
that form smoke and particulate emissions in diesel engines are
substantially eliminated. Because of this very dilute fuel/air
mixture, an engine operating in the controlled auto-ignition
combustion mode can operate unthrottled to achieve diesel-like fuel
economy.
[0006] In an HCCI engine, combustion of a cylinder charge is
flameless, and occurs spontaneously throughout the entire
combustion chamber volume. The homogeneously mixed cylinder charge
is auto-ignited as the cylinder charge is compressed and its
temperature increases.
[0007] The combustion process in an HCCI engine depends strongly on
factors such as cylinder charge composition, temperature, and
pressure at the intake valve closing. These factors are impacted by
current and recent engine operating states establishing residual
energy present within the combustion chamber at the time of
intended combustion. Engine operating state is frequently estimated
by engine speed and engine load. Because HCCI combustion is
particularly sensitive to in-cylinder conditions, the control
inputs to the engine, for example, fuel mass and injection timing
and intake/exhaust valve profile, must be carefully coordinated to
ensure robust auto-ignition combustion.
[0008] Generally, for best fuel economy, an HCCI engine operates
unthrottled and with a lean air-fuel mixture. Further, in an HCCI
engine using exhaust recompression valve strategy, the cylinder
charge temperature is controlled by trapping different amount of
the hot residual gas from the previous cycle by varying the exhaust
valve close timing. The opening timing of the intake valve is
delayed preferably symmetrical to the exhaust valve closing timing
relative to TDC intake. Both the cylinder charge composition and
temperature are strongly affected by the exhaust valve closing
timing. In particular, more hot residual gas from a previous cycle
can be retained with earlier closing of the exhaust valve which
leaves less room for incoming fresh air mass. The net effects are
higher cylinder charge temperature and lower cylinder oxygen
concentration. In the exhaust recompression strategy, the exhaust
valve closing timing and the intake valve opening timing are
measured by the Negative Valve Overlap (NVO) defined as the
duration in crank angle between exhaust valve closing and intake
valve opening.
[0009] In addition to a valve control strategy, there must be a
suitable fuel injection strategy for stable combustion. For
example, at a low fueling rate (for example, fueling rate <7
mg/cycle at 1000 rpm in an exemplary 0.55 liter combustion
chamber), the cylinder charge may not be hot enough for a stable
auto-ignited combustion in spite of the highest value of NVO
allowed, leading to a partial-burn or misfire. One way to increase
the charge temperature is to pre-inject a small amount of fuel when
the piston approaches TDC intake during the NVO recompression. A
portion of the pre-injected fuel reforms due to high pressure and
temperature during the recompression, and releases heat energy,
increasing the cylinder charge temperature enough for successful
auto-ignited combustion of the combustion charge resulting from the
subsequent main fuel injection. The amount of such auto-thermal
fuel reforming is based upon the pre-injection mass and timing,
generally with fuel reforming increasing with earlier pre-injection
timing and greater pre-injection fuel mass.
[0010] Excessive fuel reforming decreases the overall fuel economy,
and lack of fuel reforming may result in combustion instability.
Thus, effective control of the reforming process benefits from
accurate estimations of reforming. A method is known that estimates
the amount of fuel reforming using the unique characteristic of
Universal Exhaust Gas Oxygen (UEGO) sensor. A control strategy is
also known to indirectly control the amount of fuel reforming in an
HCCI engine by monitoring engine operating conditions including
intake mass air flow and exhaust air/fuel ratio, controlling
negative valve overlap to control intake airflow to achieve a
desired actual air-fuel ratio for a given fueling rate, and
adjusting timing of pre-injection of fuel to control the measured
air-fuel ratio to a desired second air/fuel ratio smaller than the
desired actual air-fuel ratio. Another method for controlling an
amount of fuel reforming includes measuring in-cylinder pressures
during a current combustion cycle, estimating fuel mass reformed in
the current cycle based on the in cylinder pressures, utilizing the
estimate of fuel mass reformed in the current cycle to project
reforming required in a next cycle, and effecting control over the
next cycle based on the projected reforming required in the next
cycle.
[0011] At medium engine speed and load, a combination of valve
profile and timing (e.g., exhaust recompression and exhaust
re-breathing) and fueling strategy has been found to be effective
in providing adequate heating to the cylinder charge so that
auto-ignition during the compression stroke leads to stable
combustion with low noise. One of the main issues in effectively
operating an engine in the auto-ignition combustion mode has been
to control the combustion process properly so that robust and
stable combustion resulting in low emissions, optimal heat release
rate, and low noise is achieved over a range of operating
conditions.
[0012] A spark-ignition, direct-injection engine capable of
operating in controlled auto-ignition combustion mode transitions
between operating in an auto-ignited combustion mode at part-load
and lower engine speed conditions and in a conventional
spark-ignited combustion mode at high load and high speed
conditions. There is a need to have a smooth transition between the
two combustion modes during ongoing engine operation, in order to
maintain a continuous engine output torque and prevent any engine
misfires or partial-burns during the transitions These two
combustion modes require different engine operation to maintain
robust combustion. One aspect of engine operation includes control
of the throttle valve. When the engine is operated in the
auto-ignited combustion mode, the engine control comprises lean
air/fuel ratio operation with the throttle wide open to minimize
engine pumping losses. In contrast, when the engine is operated in
the spark-ignition combustion mode, the engine control comprises
stoichiometric air/fuel ratio operation, with the throttle valve
controlled over a range of positions from 0% to 100% of the
wide-open position to control intake airflow to achieve
stoichiometry.
[0013] In engine operation, the engine air flow is controlled by
selectively adjusting position of the throttle valve and adjusting
opening and closing of intake valves and exhaust valves. Adjusting
the opening, and subsequent closing, of intake and exhaust valves
primarily takes the form of: phasing of opening (and subsequent
closing) of the valves in relation to piston and crankshaft
position; and, magnitude of the lift of the valves' opening. On
engine systems so equipped, opening and closing of the intake
valves and exhaust valves is accomplished using a variable valve
actuation (VVA) system that may include cam phasing and a
selectable multi-step valve lift, e.g., multiple-step cam lobes
which provide two or more valve lift profiles. In contrast to the
continuously variable throttle position, the change in valve
profile of the multi-step valve lift mechanism is a discrete
change, and not continuous. When a transition between steps in the
selectable multi-step valve lift is not effectively controlled,
unwanted disturbances in engine air flow can occur, resulting in
poor combustion, including misfire or partial-burns.
[0014] HCCI combustion encompasses a lean, distributed, flameless,
auto-ignition combustion process resulting in potential benefits
when an engine is operating in a range of HCCI capable engine
speeds and loads, as described above. However, operation of HCCI
combustion is not accomplished under a fixed engine control
strategy, but rather ranges of control strategies can accomplish
HCCI combustion with different operational results. Also, in
addition to the above mentioned valve control and fuel injection
strategies, other techniques are known to benefit engine operation
and extend the operability range to lower loads and temperatures,
including combustion chamber designs, and different valve control
and ignition strategies. Although these different technologies
extend the operational limits of an HCCI engine, all have a lower
operability limit where the combustion cycle is too cold to achieve
auto-ignition. Additionally, each control strategy has preferred
ranges of operation, and each has positive and negative aspects in
comparison to other valve control and fuel injection strategies. A
particular control strategy operating satisfactorily in a
particular engine operating range can produce excess NOx emissions
or result in unstable combustion in another particular engine
operating range. An engine, operating in a range of engine speeds
and loads and optimizing factors such as fuel consumption,
reduction of emissions, and combustion stability can switch between
control strategies depending upon engine operating conditions and
balancing priorities.
SUMMARY
[0015] A four-stroke internal combustion engine includes a variable
volume combustion chamber defined by a piston reciprocating within
a cylinder between top-dead center and bottom-dead center points,
intake and exhaust passages, intake and exhaust valves controlled
during repetitive, sequential exhaust, intake, compression and
expansion phases of a combustion cycle, a direct injection fuel
system and a spark ignition system. A method for controlling the
engine includes monitoring an engine operating state including an
engine speed and an engine load, and selectively operating the
engine in a multiple-injection, multiple-ignition combustion mode
including three injection events based upon the engine speed and
the engine load. Operating the engine includes controlling a first
injection event during a recompression period of the combustion
cycle, controlling a second injection event effective to establish
a homogeneous fuel charge prior to a main combustion, and
controlling a third injection event late in the compression phase
of the combustion cycle combustion cycle.
BRIEF DESCRIPTION OF THE DRAWINGS
[0016] One or more embodiments will now be described, by way of
example, with reference to the accompanying drawings, in which:
[0017] FIG. 1 schematically depicts an exemplary internal
combustion engine and a control system which has been constructed
in accordance with an embodiment of the present disclosure;
[0018] FIG. 2 graphically represents exemplary speed/load related
combustion modes, in accordance with the present disclosure;
[0019] FIGS. 3A and 3B depict methods for controlling transition
between a spray-guided spark ignition combustion mode and a
homogeneous-charge compression-ignition combustion mode, in
accordance with the present disclosure;
[0020] FIG. 4 illustrates an exemplary engine cycle in a four
stroke internal combustion engine, including details regarding
injection events, ignition events, and valve lift for a number of
load related combustion modes, in accordance with the present
disclosure;
[0021] FIG. 5 graphically depicts a correlation between a fuel mass
burned during reforming and combustion stability, in accordance
with the present disclosure;
[0022] FIG. 6 graphically depicts a correlation between a fuel mass
burned during reforming and NOx emissions produced in the
combustion process, in accordance with the present disclosure;
[0023] FIG. 7 graphically depicts a correlation between a fuel mass
burned during reforming and a need for flame-induced compression
during main combustion for triggering auto-ignition, in accordance
with the present disclosure;
[0024] FIG. 8 graphically depicts a correlation between an amount
of fuel burned before auto-ignition occurs and NOx emissions
produced in the combustion process, in accordance with the present
disclosure;
[0025] FIG. 9 graphically depicts a correlation between an amount
of fuel burned before auto-ignition occurs and combustion
stability, in accordance with the present disclosure;
[0026] FIG. 10 illustrates an exemplary engine cycle in a four
stroke internal combustion engine, operating under an exemplary
multi-injection, multi-ignition combustion mode, in accordance with
the present disclosure;
[0027] FIG. 11 illustrates an exemplary process whereby multiple
injection events can be controlled within an engine cycle, in
accordance with the present disclosure;
[0028] FIG. 12 graphically depicts a correlation between a
separation between injection timing and spark timing and combustion
stability, in accordance with the present disclosure;
[0029] FIG. 13 graphically depicts an observed relationship between
a first pulse fuel injection timing and a fuel mass burned during
reforming, allowing for fuel injection timing of the first
injection to be adjusted for a desired amount of fuel reforming, in
accordance with the present disclosure;
[0030] FIG. 14 graphically depicts a correlation between a fuel
mass reformed during recompression and cylinder pressures, enabling
a method to monitor the reforming process through monitoring
cylinder pressure measurements, in accordance with the present
disclosure;
[0031] FIG. 15 graphically depicts a correlation between a second
pulse fuel injection timing and fuel efficiency and combustion
phasing, in accordance with the present disclosure;
[0032] FIGS. 16 and 17 graphically illustrate application of three
exemplary multiple-injection, multiple-ignition combustion modes
and exemplary test results generated detailing impacts to NOx
emissions and combustion stability, in accordance with the present
disclosure;
[0033] FIG. 16 illustrates exemplary test data regarding NOx
emissions for a range of engine speeds and loads, with regions
defined for a first, second, and third multiple-injection,
multiple-ignition combustion mode;
[0034] FIG. 17 illustrates exemplary test data regarding combustion
stability as measured by standard deviation of IMEP for a range of
engine speeds and loads, with regions defined for a first, second,
and third multiple-injection, multiple-ignition combustion
mode;
[0035] FIG. 18 graphically depicts exemplary in-cylinder pressures
measured through sequential combustion cycles at low engine load
and low engine speed utilizing different injection pressures, in
accordance with the present disclosure;
[0036] FIG. 19 graphically depicts exemplary PMEP measured through
sequential combustion cycles at low engine load and low engine
speed utilizing different injection pressures, in accordance with
the present disclosure;
[0037] FIGS. 20 and 21 graphically illustrate exemplary data of an
engine operating at speeds near the high end of an HCCI operating
range and at low load, in accordance with the present
disclosure;
[0038] FIG. 20 graphically depicts exemplary in-cylinder pressures
measured through sequential combustion cycles at low engine load
utilizing different injection pressures;
[0039] FIG. 21 graphically depicts exemplary PMEP measured through
sequential combustion cycles at low engine load utilizing different
injection pressures;
[0040] FIG. 22 graphically depicts exemplary test results
describing an engine under cold start conditions and illustrating
NOx emissions and combustion stability for varying fuel injection
pressures, in accordance with the present disclosure;
[0041] FIG. 23 graphically depicts an exemplary injection pressure
strategy, wherein injection pressure is modulated through a range
of engine speeds and engine loads, in accordance with the present
disclosure;
[0042] FIGS. 24 and 25 graphically illustrate selection of
operating mode based upon fuel efficiency, in accordance with the
present disclosure;
[0043] FIG. 24 depicts operation of combustion parameters for an
engine operated according to the graph of FIG. 25, with an
exemplary constant engine speed; and
[0044] FIG. 25 depicts selection of an operating mode according to
engine speed and load.
DETAILED DESCRIPTION
[0045] Referring now to the drawings, wherein the showings are for
the purpose of illustrating certain exemplary embodiments only and
not for the purpose of limiting the same, FIG. 1 schematically
depicts an internal combustion engine 10 and control system 25
which has been constructed in accordance with an embodiment of the
present disclosure. The engine is selectively operative in a
plurality of combustion modes, described hereinbelow with reference
to FIG. 2. The embodiment as shown is applied as part of an overall
control scheme to operate an exemplary multi-cylinder, spark
ignition, direct-injection, gasoline, four-stroke internal
combustion engine adapted to operate under a controlled
auto-ignition process, also referred to as homogenous-charge,
compression-ignition (HCCI) mode. However, as will be appreciated
by one having ordinary skill in the art and as noted above, engine
embodiments of many different configurations can benefit from the
methods of the present disclosure, and the disclosure is not
intended to be limited to the exemplary embodiments described
herein.
[0046] In the present exemplary exposition of the disclosure, a
naturally aspirated, a four-stroke, single cylinder, 0.55 liter,
controlled auto-ignition, gasoline direct injection fueled internal
combustion engine having a compression ratio of substantially 12 to
13 was utilized in implementing the valve and fueling controls and
acquisition of the various data embodied herein. Unless
specifically discussed otherwise, all such implementations and
acquisitions are assumed to be carried out under standard
conditions as understood by one having ordinary skill in the
art.
[0047] The exemplary engine 10 includes a cast-metal engine block
with a plurality of cylinders formed therein, one of which is
shown, and an engine head 27. Each cylinder comprises a closed-end
cylinder having a moveable, reciprocating piston 11 inserted
therein. A variable volume combustion chamber 20 is formed in each
cylinder, and is defined by walls of the cylinder, the moveable
piston 11, and the head 27. The engine block preferably includes
coolant passages 29 through which engine coolant fluid passes. A
coolant temperature sensor 37, operable to monitor temperature of
the coolant fluid, is located at an appropriate location, and
provides a signal input to the control system 25 useable to control
the engine. The engine preferably includes known systems including
an external exhaust gas recirculation (EGR) valve and an intake air
throttle valve (not shown).
[0048] Each moveable piston 11 comprises a device designed in
accordance with known piston forming methods, and includes a top
and a body which conforms substantially to the cylinder in which it
operates. The piston has top or crown area that is exposed in the
combustion chamber. Each piston is connected via a pin 34 and
connecting rod 33 to a crankshaft 35. The crankshaft 35 is
rotatably attached to the engine block at a main bearing area near
a bottom portion of the engine block, such that the crankshaft is
able to rotate around an axis that is perpendicular to a
longitudinal axis defined by each cylinder. A crank sensor 31 is
placed in an appropriate location, operable to generate a signal
that is useable by the controller 25 to measure crank angle, and
which is translatable to provide measures of crankshaft rotation,
speed, and acceleration that are useable in various control
schemes. During operation of the engine, each piston 11 moves up
and down in the cylinder in a reciprocating fashion due to
connection to and rotation of the crankshaft 35, and the combustion
process. The rotation action of the crankshaft effects translation
of linear force exerted on each piston during combustion to an
angular torque output from the crankshaft, which can be transmitted
to another device, e.g. a vehicle driveline.
[0049] The engine head 27 comprises a cast-metal device having one
or more intake ports 17 and one or more exhaust ports 19 which flow
to the combustion chamber 20. The intake port 17 supplies air to
the combustion chamber 20. Combusted (burned) gases flow from the
combustion chamber 20 via exhaust port 19. Flow of air through each
intake port is controlled by actuation of one or more intake valves
21. Flow of combusted gases through each exhaust port is controlled
by actuation of one or more exhaust valves 23.
[0050] The intake and exhaust valves 21, 23 each have a head
portion that includes a top portion that is exposed to the
combustion chamber. Each of the valves 21, 23 has a stem that is
connected to a valve actuation device. A valve actuation device,
depicted as 60, is operative to control opening and closing of each
of the intake valves 21, and a second valve actuation device 70
operative to control opening and closing of each of the exhaust
valves 23. Each of the valve actuation devices 60, 70 comprises a
device signally connected to the control system 25 and operative to
control timing, duration, and magnitude of opening and closing of
each valve, either in concert or individually. The first embodiment
of the exemplary engine comprises a dual overhead cam system which
has variable lift control (VLC) and variable cam phasing (VCP). The
VCP device is operative to control timing of opening or closing of
each intake valve and each exhaust valve relative to rotational
position of the crankshaft and opens each valve for a fixed crank
angle duration. The exemplary VLC device is operative to control
magnitude of valve lift to one of two positions: one position to
3-5 mm lift for an open duration of 120-150 crank angle degrees,
and another position to 9-12 mm lift for an open duration of
220-260 crank angle degrees. Individual valve actuation devices can
serve the same function to the same effect. The valve actuation
devices are preferably controlled by the control system 25
according to predetermined control schemes. Alternative variable
valve actuation devices including, for example, fully flexible
electrical or electro-hydraulic devices may also be used and have
the further benefit of independent opening and closing phase
control as well as substantially infinite valve lift variability
within the limits of the system.
[0051] Air is inlet to the intake port 17 through an intake
manifold runner 50, which receives filtered air passing through a
known air metering device and a throttle device (not shown).
Exhaust gas passes from the exhaust port 19 to an exhaust manifold
42, which includes exhaust gas sensors 40 operative to monitor
constituents of the exhaust gas feedstream, and determine
parameters associated therewith. The exhaust gas sensors 40 can
comprise any of several known sensing devices operative to provide
values for the exhaust gas feedstream, including air/fuel ratio, or
measurement of exhaust gas constituents, e.g. NOx, CO, HC, and
others. The system may include an in-cylinder sensor 16 for
monitoring combustion pressures, or non-intrusive pressure sensors
or inferentially determined pressure determination (e.g. through
crankshaft accelerations). The aforementioned sensors and metering
devices each provide a signal as an input to the control system 25.
These inputs can be used by the control system to determine
combustion performance measurements.
[0052] The control system 25 preferably comprises a subset of an
overall control architecture operable to provide coordinated system
control of the engine 10 and other systems. In overall operation,
the control system 25 is operable to synthesize operator inputs,
ambient conditions, engine operating parameters, and combustion
performance measurements, and execute algorithms to control various
actuators to achieve targets for control affecting, for example,
fuel economy, emissions, performance, and drivability. The control
system 25 is operably connected to a plurality of devices through
which an operator typically controls or directs operation of the
engine. Exemplary operator inputs include an accelerator pedal, a
brake pedal, transmission gear selector, and vehicle speed cruise
control when the engine is employed in a vehicle. The control
system may communicate with other controllers, sensors, and
actuators via a local area network (LAN) bus (not shown) which
preferably allows for structured communication of control
parameters and commands between various controllers.
[0053] The control system 25 is operably connected to the engine
10, and functions to acquire data from sensors, and control a
variety of actuators of the engine 10 over appropriate interfaces
45. The control system 25 receives an engine torque command, and
generates a desired torque output, based upon the operator inputs.
Exemplary engine operating parameters that are sensed by control
system 25 using the aforementioned sensors include engine
temperature, as indexed by methods such as monitoring engine
coolant temperature, oil temperature, or metal temperature;
crankshaft rotational speed (RPM) and position; manifold absolute
pressure; ambient air flow and temperature; and ambient air
pressure. Combustion performance measurements may include measured
and inferred combustion parameters, including air/fuel ratio,
location of peak combustion pressure, among others.
[0054] Actuators controlled by the control system 25 include: fuel
injectors 12; the VCP/VLC valve actuation devices 60, 70; spark
plug 14 operably connected to ignition modules for controlling
spark dwell and timing; EGR valve (not shown), and, electronic
throttle control module (not shown). Fuel injector 12 is preferably
operable to inject fuel directly into each combustion chamber 20.
Specific details of exemplary direct injection fuel injectors are
known and not detailed herein. Spark plug 14 is employed by the
control system 25 to enhance ignition timing control of the
exemplary engine across portions of the engine speed and load
operating range. When the exemplary engine is operated in a purely
HCCI mode, the engine does not utilize an energized spark plug.
However, it has proven desirable to employ spark ignition to
complement the HCCI mode under certain conditions, including, e.g.,
during cold start, to prevent fouling and, in accordance with
certain aspects of the present disclosure at low load operating
conditions near a low-load limit. Also, it has proven preferable to
employ spark ignition at a high load operation limit in the HCCI
mode, and at high speed/load operating conditions under throttled
or un-throttled spark-ignition operation.
[0055] The control system 25 preferably comprises a general-purpose
digital computer generally including a microprocessor or central
processing unit, read only memory (ROM), random access memory
(RAM), electrically programmable read only memory (EPROM), high
speed clock, analog to digital (A/D) and digital to analog (D/A)
circuitry, and input/output circuitry and devices (I/O) and
appropriate signal conditioning and buffer circuitry. Control
system 25 has a set of control algorithms, comprising resident
program instructions and calibrations stored in ROM.
[0056] Algorithms for engine control are typically executed during
preset loop cycles such that each algorithm is executed at least
once each loop cycle. Algorithms stored in the non-volatile memory
devices are executed by the control system and are operable to
monitor inputs from the sensing devices and execute control and
diagnostic routines to control operation of the engine, using
preset calibrations. Loop cycles are typically executed at regular
intervals, for example each 3.125, 6.25, 12.5, 25 and 100
milliseconds during ongoing engine operation. Alternatively,
algorithms may be executed in response to occurrence of an event or
interrupt request.
[0057] The engine is designed to operate un-throttled on gasoline
or similar fuel blends with controlled auto-ignition combustion
over an extended range of engine speeds and loads. However, spark
ignition and throttle-controlled operation may be utilized with
conventional or modified control methods under conditions not
conducive to the auto-ignition operation and to obtain maximum
engine power to meet an operator torque request. Fueling preferably
comprises direct fuel injection into the each of the combustion
chambers. Widely available grades of gasoline and light ethanol
blends thereof are preferred fuels; however, alternative liquid and
gaseous fuels such as higher ethanol blends (e.g. E80, E85), neat
ethanol (E99), neat methanol (M100), natural gas, hydrogen, biogas,
various reformates, syngases, and others may be used in accordance
with the present disclosure.
[0058] As aforementioned, FIG. 2 graphically represents an
exemplary speed/load related combustion mode. Speed and load are
derivable from engine operating parameters such as from the crank
sensor and from engine fuel flow or manifold pressure, in
accordance with the present disclosure. The engine combustion modes
comprise a spray-guided spark-ignition (SI-SG) mode, a single
injection auto-ignition (HCCI-SI) mode, and double injection
auto-ignition (HCCI-DI) mode, and a homogeneous spark-ignition
(SI-H) mode. A preferred speed and load operating range for each of
the combustion modes is based upon engine operating parameters,
including combustion stability, fuel consumption, emissions, engine
torque output, and others. Boundaries which define the preferred
speed and load operating ranges to delineate the combustion modes
are typically determined during pre-production engine calibration
and development, and are executed in the engine control module. For
example, as described above, operation in single injection HCCI
combustion modes is not desirable below certain engine speeds and
loads because insufficient heat is present in the combustion
chamber to reliably create auto-ignition. Similarly, operation in
HCCI modes is not possible above certain engine speeds and loads
because excessive heat is present in the combustion chamber,
resulting in combustion issues such as ringing. Operation at low
engine speeds and loads is known to be accommodated by either
double-injection HCCI combustion modes, taking advantage of
recompression and reforming as described above to extend
auto-ignition, or spray-guided spark-ignition (SI-SG) combustion
modes, utilizing a spark to ignite a charge concentration within
the combustion chamber while incurring inefficiencies in comparison
to operating in HCCI modes. One having ordinary skill in the art
understands such a spray-guided spark-ignition mode to include a
stratified fuel charge. Thus, an engine can be operated to take
advantage of known beneficial engine combustion modes through a
range of engine speeds and loads.
[0059] FIGS. 3A and 3B depict flowcharts exemplifying a method for
controlling transition between the SI-SG (SG) combustion mode and
HCCI combustion mode, in accordance with the present disclosure.
Less NVO is commanded when operating in the SI-SG combustion mode
than when operating in the HCCI combustion mode, for reasons
including less requirement for reformates in the combustion
chamber. In transitioning between the HCCI and SI-SG combustion
modes, there is a time lag, a finite time period, during which the
VCP devices move to desired positions.
[0060] According to the exemplary method illustrated in FIG. 3A,
process 100 is described, wherein when the engine is operating in
the SG combustion mode (102) and the control module commands a
change to the HCCI combustion mode (104), the control module
commands the VCP devices to change to the desired NVO prior to
commanding operation in the HCCI combustion mode (106). This
includes monitoring the NVO and comparing it to a threshold value,
preferably the commanded overlap, (108) prior to commanding
operation in the HCCI mode (110). This operation is conducted in
order to maintain combustion stability during the transition to
HCCI, as combustion in the SI-SG mode is more stable and robust
over the range of negative valve overlap at which HCCI operation
can command.
[0061] Further according to this exemplary method illustrated in
FIG. 3B, process 150 is described, wherein when the engine is in
the HCCI combustion mode (152), and the control module commands a
change to the SI-SG combustion mode (154), the control module
commands the VCP to change toward the desired NVO prior to
commanding a change in operation to the SI-SG combustion mode
(156). In this transition, the measured NVO is compared to a
threshold NVO (158). The threshold NVO comprises an NVO at which
operation in either the HCCI combustion mode or the SI-SG
combustion mode is feasible for the engine system. When the
measured NVO is less than the threshold NVO, the engine operation
is commanded from the HCCI combustion mode to the SI-SG combustion
mode (160). Using this strategy, combustion will continue during
transitions and the transitions will be transparent to a vehicle
operator.
[0062] As described above, SI-SG and HCCI-DI combustion modes are
used to operate an engine at engine speeds and loads below which
typical HCCI-SI would be possible. However, operation in a known
SI-SG combustion mode excludes many of the benefits apparent in
lean, auto-ignition HCCI combustion modes. Additionally, testing
has shown benefits and drawbacks to operating under some known HCCI
combustion modes under certain engine conditions. Results of
exemplary testing and the balance between benefits and drawbacks
are detailed herein.
[0063] As FIG. 4 illustrates, an engine cycle in a four stroke
internal combustion engine is composed of four phases: (1)
expansion; (2) exhaust; (3) intake; and (4) compression. During
NVO, the recompression phase begins when the exhaust valve is
closed up until the piston is at TDC. After the piston retreats
from TDC recompression has ended and the combustion chamber begins
to expand.
[0064] FIG. 4 is also a graphical illustration of valve and fueling
strategies for different engine loads. The data plot exhibiting two
peaks demonstrates valve lift in first the exhaust valve and then
the intake valve. The horizontal shaded bars demonstrate exemplary
injection strategies for four different combustion strategies, as
labeled. Known HCCI combustion, as mentioned above, occurs without
a spark by compressing the fuel air mixture to a point of
auto-ignition. However, FIG. 4, as demonstrated in the strategy
labeled "Idle & Low Temp, Lean", demonstrates an additional
"spark assist" strategy whereby a sparkplug, glow plug, or other
source of ignition is utilized to assist combustion in cases where
cylinder conditions are too cold to support stable auto-ignition
(e.g. low load operation).
[0065] The present disclosure sets forth a combination of multiple
injections and multiple spark strategies coupled with monitoring
and controlling the combustion performance to further extend the
low load operating limit of controlled auto-ignition combustion.
During a high part load, only one injection is necessary for robust
auto-ignition. For intermediate part loads where gas temperature
and pressure are high, split injection with large NVO is utilized
where a part of the total required fuel per cycle is injected
during the recompression phase. The injected fuel goes through
partial oxidation or reforming reaction to produce extra heat for
improved auto-ignition.
[0066] For lower loads, and thus lower cylinder temperatures,
reforming a portion of the fuel during recompression may not be
enough to trigger auto-ignition. In this operating range, (e.g.
near idle operation) the main part of the fuel mass is injected
late in the compression stroke rather than during the intake
stroke. This stratified part of the fuel is ignited by a spark and
compresses the remaining fuel-air mixture further to reach
auto-ignition.
[0067] In a two injections per engine cycle per cylinder strategy,
there is a trade-off between combustion stability and NOx
emissions. A strong correlation exists between the fuel mass burned
during reforming and COV of IMEP and NOx emissions. FIG. 5
graphically depicts an exemplary correlation between the fuel mass
burned during reforming and resulting COV of IMEP, in accordance
with the present disclosure. In the testing utilized to generate
the data of FIG. 5, fuel mass reformed is balanced with
flame-induced compression during main combustion for triggering
auto-ignition of the remaining fuel charge. Lower fuel mass
reformed values describe combustion cycles wherein flame-induced
compression is used aggressively to facilitate combustion, whereas
higher fuel mass reformed values describe combustion cycles wherein
little or no flame-induced compression is required to facilitate
combustion. COV of IMEP is a measurement of variability or
instability in combustion; increased COV of IMEP describes
decreased combustion stability. As is evident in the data, higher
fuel mass reformed values correspond to decreased combustion
stability.
[0068] FIG. 6 graphically depicts an exemplary correlation between
the fuel mass burned during reforming and resulting engine out NOx
emissions, in accordance with the present disclosure. NOx emissions
are known to increase as localized high temperature regions
increase within the combustion chamber. Increased fuel reforming,
increasing the energy present within the combustion chamber, allows
HCCI combustion to take place with little or no flame induced
compression. Non-spark-assisted HCCI combustion, as described
above, is flameless combustion, with the air fuel charge
auto-igniting substantially simultaneously throughout the
combustion chamber. Spark-assisted HCCI combustion, on the other
hand, includes a spark-induced flame, causing flame and a pressure
wave to create localized higher temperature regions within the
combustion chamber. As a result, and as is evident in the data of
FIG. 6, increased fuel mass reformed leads to lower NOx emissions.
As can be determined by comparison of FIGS. 5 and 6, NOx emissions
and combustion stability are terms that must be balanced in a
control strategy selecting between HCCI and spark-assisted HCCI
operation at low load.
[0069] More reforming results in less need of flame-induced
compression during main combustion for triggering auto-ignition of
the remaining fuel charge. FIG. 7 graphically depicts an exemplary
relationship of flame mass fraction burn versus fuel mass reformed,
in accordance with the present disclosure. Flame mass fraction burn
("flame MFB") describes a percentage of the charge that has been
combusted at a fixed reference angle for different combustion
cycles. As described above, testing described herein at low load
utilized fuel reforming and flame-induced compression as
alternative or complimentary methods to maintain combustion. In the
data of FIG. 7, lower fuel mass reformed values describe combustion
cycles wherein flame-induced compression is used aggressively to
facilitate combustion. Flame-induced compression includes
spark-assisted combustion initiating early in the combustion
process to facilitate combustion. As is evident in the test data,
flame MFB corresponding to lower fuel mass reformed is
increased.
[0070] Using flame MFB as a metric of the use of fuel reforming and
flame-induced compression, the relationship of flame MFB to NOx
emissions and combustion stability can be determined. FIG. 8
graphically depicts an exemplary relationship of engine out NOx
emissions versus flame MFB, in accordance with the present
disclosure. FIG. 9 graphically depicts an exemplary relationship of
COV of IMEP versus flame MFB, in accordance with the present
disclosure. As more fuel is burned in the flame propagation mode
before auto-ignition occurs, the COV of IMEP is desirably lowered;
however, the NOx emissions undesirably increase.
[0071] To benefit from the advantages of fuel reforming and
flame-induced compression and achieve better in-cylinder conditions
for auto-ignition without suffering from their disadvantages (e.g.
reduced combustion stability and increased NOx emissions), the
total amount of fuel is preferably split into multiple injections
such that the fuel quantity injected during recompression and the
fuel quantity injected late in the compression are reduced to the
minimum required to achieve a desired output. According to this
methodology, at least three injection events are utilized,
including a first injection during recompression can be utilized to
achieve a desired amount of reforming, and a third and last
injection late in the compression phase can be utilized to achieve
a desired amount of flame-induced compression. The first and last
injections are preferably followed by a spark discharge. The
remainder of the fuel required to reach a desired engine work
output can be introduced in one or more injection pulses during the
intake stroke or early in the compression stroke. In an exemplary
method utilizing the first injection, the last injection, and the
additional injection or injections utilized during the intake
stroke or early in the compression stoke to inject all fuel to be
injected during the combustion cycle, the injection or injections
utilized during the intake stroke or early in the compression stoke
can be collectively described as a second injection event.
[0072] FIG. 10 depicts an exemplary multiple-injection strategy
wherein a first injection, a last injection, and a second injection
event are utilized to facilitate low load and idle HCCI operation,
in accordance with the present disclosure.
[0073] Injection strategies in accordance with FIG. 10 differ from
multiple injection strategies for stratified-combustion SIDI
engines where all fuel is injected late in the compression stroke
and ignited by a single spark discharge. In HCCI engines with
lesser restrictions regarding engine emissions and combustion
stability or for applications with controller processing
limitations, the total amount of injected fuel can be introduced in
three or more equal injection quantities or three or more equal
injection pulse widths while still benefiting from increased
combustion stability and reduced NOx emissions.
[0074] In idle and low load conditions, a fixed calibration for
each operating condition is not only time consuming but it is not
robust for an HCCI combustion process due to the influence of not
actively controlled conditions (e.g. fuel composition, thermal
history, or combustion chamber deposits, etc.) on the auto-ignition
process.
[0075] Using the multiple injection scheme described, an exemplary
control strategy for the speed/load range from idle to road load is
disclosed. FIG. 11 depicts an exemplary triple injection scheme for
selecting engine operating parameters, in accordance with the
present disclosure. Control process 200 is described. Inputs
related to engine speed and desired engine load are monitored, and
three injection events, balancing stability and NOx emissions and
delivering required output work, are selected according to methods
described herein (202). Fuel injection pulse widths are determined
based upon the desired engine output work. Then the NVO is adjusted
for the desired air-fuel ratio (204). An injection timing for a
flame propagation SI-SG event (EOI_3) is selected based upon
required combustion stability (206). A spark timing for the SI-SG
flame propagation event is selected based upon the injection timing
in step 206 and based upon desired fuel mass fraction burn as
disclosed herein. Additionally, in step 208, an injection timing
for a fuel reforming event (EOI_1) is selected based upon predicted
NOx emissions, combustion stability, fuel consumption, and the
selection of the injection and spark in step 206. A spark can
additionally be utilized in step 208 to aid in the initiation of
the reforming process. Finally, an injection timing for the main
combustion event (EOI_2) is selected based upon the selected
injection and spark timings in steps 206 and 208 and based upon
required work output and resulting output efficiency (210). In this
way, a plurality of injection and spark timings can be selected and
balanced to control a combustion cycle according to parameters
described herein.
[0076] As described in association with FIG. 11, spark timings are
selected for use in the combustion cycle. Selection of injection
timings and related spark timings are important to operation of the
combustion cycle. FIG. 12 graphically depicts exemplary data
describing separation between injection timing and associated spark
timing for a flame propagation SI-SG event and resulting combustion
stability, in accordance with the present disclosure. Combustion
stability in the exemplary data is described according to standard
deviation of IMEP, with higher values describing lower combustion
stability. Four data sets are depicted, describing crank angle
degrees of separation between the end of the injection event and
the timing of the associated spark. Depending upon the injection
timing selected according to methods described herein, a different
spark timing related to the injection timing selected can be
selected based upon a look-up table or similar method describing
the effects of spark timing to combustion stability. It will be
appreciated that the data of FIG. 12 are exemplary data for a
particular engine configuration, and that similar data can be
generated, predicted, or modeled for a different engine
configuration by any method sufficient to estimate operation of the
combustion cycle.
[0077] FIG. 13 graphically depicts exemplary data describing a
relationship between fuel mass reformed in the recompression period
of a combustion cycle and the timing of the associated fuel
injection, in accordance with the present disclosure. This
relationship allows for the fuel injection timing of the first
injection to be utilized to control the desired amount of fuel
reforming. Alternatively, the fuel mass that is reformed during
recompression can be monitored. FIG. 14 graphically illustrates an
exemplary relationship between measured in-cylinder pressures and
fuel mass reformed during recompression, in accordance with the
present disclosure. Any such exemplary method to monitor and
estimate effects of reforming can be used for the adjustment or
feedback control of the fuel mass reformed.
[0078] Once injections associated with reforming and flame
propagation are set, then a fuel injection or injections must be
selected to deliver the required work output that must be delivered
through the main combustion event. Fuel efficiency and combustion
phasing are important criteria to controlling the main combustion
event. FIG. 15 graphically depicts an exemplary correlation between
injection timing and efficiency and timing of the main combustion
event, in accordance with the present disclosure. Such calibration
curves, determining an effect of injection timing to combustion
properties are well known in the art and will be different for
different particular engine configurations.
[0079] As described above, multiple-injection, multiple-ignition
combustion modes allow for desired engine operation through
operating ranges not conducive to traditional HCCI-SI and avoiding
drawbacks of known two injections per engine cycle per cylinder
strategies. By utilizing multiple-injections and multiple-ignitions
in connection with SI-SG and HCCI combustion modes and selecting
particular strategies within these modes, different benefits and
drawbacks known to exist with particular parameters can be managed
in order to control combustion. Additionally, discrete modes can be
defined in order to reduce computational and monitoring burdens
that would be imposed by continuously adjusting engine parameters
within combustion modes. Therefore, an exemplary method is
disclosed to control a multiple-injection, multiple-ignition
combustion mode comprising at least three injection events, wherein
three different modes within the multiple-injection,
multiple-ignition combustion mode are identified and selected based
upon engine speed and load.
[0080] In one exemplary embodiment of the disclosure, and in order
to remove certain complexity in such control scheme, a
multiple-injection, multiple-ignition strategy with equal pulse
width is employed.
[0081] In a first multiple-injection, multiple-ignition combustion
mode, at low speed and low load including idle when combustion
cycles get cold, a three injection event, multiple-ignition
combustion mode as described above in relation to FIG. 10 is
utilized, which is a combination of auto-ignition and spray-guided
spark-ignition combustion modes. The injection and ignition timing
in the recompression are adjusted for the desired amount of fuel
reforming. The timing of the injection and ignition in the main
compression (late in the compression phase) are adjusted to achieve
the desired combustion stability through robust spray-guided
combustion. The remainder of the fuel that is needed to reach a
desired engine work output can be introduced during the intake
stroke effecting a substantially homogeneous fuel charge to achieve
the best fuel efficiency and to arrive at the desired combustion
phasing.
[0082] In a second multiple-injection, multiple-ignition combustion
mode, as engine speed and load increases, NOx and soot formation
increase due to increasing adverse effects of spray-guided
combustion. At medium speed and load range, a wide separation
triple injection strategy can be implemented. The injection timing
and ignition timing during the recompression are adjusted to
achieve a desired amount of reforming. Temperature at intake valve
closure can be increased by reforming, which enhances the
robustness of HCCI combustion. The timing of the injection and
ignition during main compression (late in the compression phase)
are adjusted to reduce as much spray-guided combustion as possible
while maintaining a minimum combustion stability. The minimum
combustion stability can be determined by any method sufficient to
estimate engine operation and the effects of combustion stability
upon vehicle performance. Minimum combustion stability values can
be determined by an equation or can be referenced through an
exemplary look-up table, and the values can vary depending upon
engine state and operation history. The remainder of the fuel that
is needed to reach a desired engine work output can be introduced
during the intake stroke effecting a substantially homogeneous fuel
charge to boost the beginning of HCCI combustion.
[0083] In a third multiple-injection, multiple-ignition combustion
mode, as engine speed and load further increase, even a small
proportion of spray-guided combustion can generate significant NOx
emissions. Moreover, too much reforming can hurt combustion
stability and engine efficiency. At high speed and high load, a
close separation triple injection strategy is employed. All three
injection and ignition timings are selected considering efficiency
and combustion phasing. Separation is preferably determined based
on NOx emissions, combustion stability and soot emissions.
[0084] FIGS. 16 and 17 graphically illustrate exemplary application
of the three multiple-injection, multiple-ignition combustion modes
described herein and exemplary test results generated detailing
impacts to NOx emissions and combustion stability, in accordance
with the present disclosure. The borders delineating the regions
wherein the three modes are operated are exemplary only. Exemplary
Mode 1 includes operation with reforming and SI-SG, as described
above. Exemplary Mode 2 includes operation aided by reforming, as
described above. Exemplary Mode 3 includes operation without
reforming, and with injection and spark timings selected according
to known methods of engine control. It will be appreciated that the
operation of the different modes as compared to the effects upon
emissions, combustion stability, and efficiency depend upon the
priority of each of these characteristics. In the same vehicle,
different methods, for example, accessing different lookup tables
defining mode operation, can be utilized for different operating
ranges or selectable priorities. According to one exemplary method,
engine speed and engine load can be monitored, and a preferred
combustion mode can be selected based upon comparison to a look-up
table modeled upon the data of FIG. 16. These regions in a
particular engine may be developed experimentally, empirically,
predictively, through modeling or other techniques adequate to
accurately reflect engine operation, and a multitude of regional
definitions might be used by the same engine for each cylinder and
for different engine settings, conditions, or operating ranges.
FIG. 16 more particularly illustrates test data lines of constant
NOx emissions for a range of engine speeds and loads, with regions
defined for a first, second, and third multiple-injection,
multiple-ignition combustion mode, as described above. FIG. 17 more
particularly illustrates test data as lines of constant combustion
stability as measured by standard deviation of IMEP for a range of
engine speeds and loads, with regions defined for a first, second,
and third multiple-injection, multiple-ignition combustion mode, as
described above, based upon analysis of the combustion stability
data. The data within FIGS. 16 and 17 illustrate a selection of
regions within a range of engine operation and resulting engine
performance factors that can be analyzed and calibrated.
[0085] FIGS. 16 and 17 describe selection of operating modes
according to emissions and combustion stability. FIGS. 24 and 25
graphically illustrate selection of operating mode based upon fuel
efficiency, in accordance with the present disclosure. FIG. 25
depicts selection of an operating mode according to engine speed
and load. Exemplary first injection timings (deg bTDC) are depicted
in the data lines. The depicted regions illustrate operation
calibrated through testing, with Modes 1 through 3 selected to
optimally maintain fuel efficiency. FIG. 24 depicts operation of
combustion parameters for an engine operated according to the graph
of FIG. 25, with an exemplary engine speed of 2000 RPM. As is
described in FIG. 24, operation at the three modes are depicted,
with values for injection events depicted by numerical values
describing timing (deg bTDC) represented by the line plots and
ignition timings represented by numerical values and spark
graphics. Dotted lines are depicted to illustrate trends in
injection values through the modes. Fuel mass consumption as a
description of engine load is depicted between the modes. As
described above, coordinated injection and ignition late in the
combustion cycle can be utilized to initiate spray-guided
spark-ignition combustion. The two injection and ignition pairs
circled on the right side of the figure illustrate SG-SI operation
in Mode 1. Also as described above, coordinated injection and
ignition early in the combustion cycle can be utilized to create
reforming. The three injection and ignition pairs circled on the
left side of the figure illustrate reforming in Modes 1 and 2.
Utilizing a graph such as is depicted in FIG. 25, for example, in a
look-up table, an engine can be controlled through the exemplary
described modes within a range of engine operation.
[0086] As described above and especially in relation to FIG. 3,
engine performance compromises are inherent to switching between
SI-SG and HCCI modes. The methodology described in relation to FIG.
3 can be applied to the above described method to switch between
the three operating modes in order to reduce adverse effects to
engine operation and vehicle drivability resulting from the
switches.
[0087] As described above, HCCI operation provides benefits in
terms of fuel efficiency and low NOx emissions. However, as
described above, HCCI combustion and the associated auto-ignition
have limits at low engine loads and speeds, wherein a lack of
energy or heat in the combustion chamber results in the compressed
air fuel charge not reaching a threshold auto-ignition condition.
Flame propagation through SI-SG mode, described above, provides a
pressure wave within the combustion chamber, increasing available
energy within the chamber and aiding in the ignition of the charge.
Combustion stability of light load HCCI combustion, in particular
in association with the hybrid mode described above, is closely
related with the robustness of SI-SG combustion. It will be
appreciated that the particular configuration of the injected spray
of fuel, the orientation of the fuel spray to the associated spark
source, and the timing of the spark to the spray are important to
generating an effective flame front to accomplish the auto-ignition
desired of the SI-SG mode. These factors combine to provide an air
fuel mixture near the spark plug, preferably locally close to
stoichiometric AFR, conducive to creating an optimized pressure
front within the chamber. Testing has shown that in addition to
these factors, fuel pressure implemented to inject the fuel into
the chamber has an impact upon combustion stability at low loads.
By utilizing flame propagation, stability of low load operation in
an HCCI mode can be improved. Such operation can be termed an HCCI
flame propagation assisted mode.
[0088] FIG. 18 graphically depicts exemplary in-cylinder pressures
measured through sequential combustion cycles at low engine load
and low engine speed utilizing different injection pressures, in
accordance with the present disclosure. The graph displays results
of IMEP changes through 300 cycles between high injection pressure
and low injection pressure obtained at 850 rpm, 85 kPa NMEP. The
high pressure utilized comprises a fuel pressure at which the fuel
injection system may be operated at through normal engine
operation. The low pressure utilized comprises a fuel pressure
below a normal operating fuel pressure, and under normal operation
of the engine, such low pressure is typically avoided in some
exemplary configurations due to excessive soot resulting from the
combustion process at normal engine speeds and loads. As is evident
in the data, in-cylinder pressures resulting from combustion with
low pressure fuel injection consistently exhibit lower variance,
with IMEP values centering with lower deviation around a stable
value, than pressures resulting from combustion with high pressure
fuel injection. Lower variability in in-cylinder pressures
corresponds to higher combustion stability.
[0089] Additionally, more stabilized PMEP is evident at low
injection pressure, resulting in more consistent fuel mass
reformed. FIG. 19 graphically depicts exemplary PMEP measured
through sequential combustion cycles at low engine load and low
engine speed utilizing different injection pressures, in accordance
with the present disclosure. PMEP, as a measure of pumping work
performed by the cylinder through the combustion cycle, can be used
as a measure of the dynamics acting upon the charge through the
cycle. More consistent pressures and dynamic forces upon the charge
result in more consistent reforming through the combustion cycle.
As is evident in the data, PMEP resulting from combustion with low
pressure fuel injection consistently exhibit lower variance, with
values centering with lower deviation around a stable value, than
pressures resulting from combustion with high pressure fuel
injection.
[0090] Another benefit of low injection pressure is further
extension the limit of light load HCCI combustion. Improved
combustion stability as a result of low injection pressures at low
engine speeds and loads continues to be exhibited at higher engine
speeds and low engine loads. FIGS. 20 and 21 graphically illustrate
exemplary data of an engine operating at speeds near the high end
of an HCCI operating range and at low load, in accordance with the
present disclosure. The exemplary data of FIGS. 20 and 21 were
collected during testing at 1000 rpm, 35 kPa NMEP. FIG. 20
graphically depicts exemplary in-cylinder pressures measured
through sequential combustion cycles at low engine load utilizing
different injection pressures. FIG. 21 graphically depicts
exemplary PMEP measured through sequential combustion cycles at low
engine load utilizing different injection pressures. An examination
of IMEP and PMEP in FIGS. 20 and 21 illustrates lower variability
in both indicators, describing both improved combustion stability
and improved stability in reforming, as described above in
association with FIGS. 18 and 19.
[0091] Another benefit of low injection pressure is further
extension the limit of light load HCCI combustion during cold
engine conditions. FIG. 22 graphically depicts exemplary test
results describing an engine under cold start conditions and
illustrating NOx emissions and combustion stability for varying
fuel injection pressures, in accordance with the present
disclosure. Test conditions utilized to generate the exemplary data
included an engine speed of 800 RPM, 120 kPa NMEP, and 25.degree.
C. coolant temperature. As is evident in the data, NOx emissions
remain relatively unchanged through the range of fuel pressures,
and standard deviation of IMEP decreases with decreasing fuel
injection pressure, indicating improved combustion stability at
lower fuel injection pressure. In this way, modulating fuel
injection pressure can be utilized to increase combustion stability
at low load during warm-up conditions.
[0092] As described above, low injection pressure is known to
increase soot emissions. As engine load increases, high soot
emissions were obtained at low injection pressure. An increase in
soot emissions can be avoided by limiting use of low injection
pressure strategy to only a limited region, where lean operation is
implemented such as in engine idle conditions and operation at
light load. A method is disclosed to modulate fuel injection
pressure based upon engine load and engine speed, enabling use of
low fuel injection pressures at low engine loads and appropriate
engine speeds, and using high fuel injection pressures in operating
ranges wherein soot emissions are problematic.
[0093] Engine loads and speeds wherein low fuel pressures can be
utilized to improve combustion and reforming stability can be fixed
regions, wherein low pressure operation is either enabled or
disabled, based upon testing, predictions, or modeling predicting
operation of the engine and associated soot emissions. In this
binary control method, a desired fuel pressure used for injection
is modulated to either high or low pressure, with the particular
high and low pressures being selected according to engine operation
and calibration. In the alternative, the binary pressure settings
or the operating ranges in which the pressure settings are operated
can be modulated based upon an ambient temperature, fuel type, or
any other determinable factors that affect combustion and resulting
stability. Further, multiple fuel pressures can be selected from,
with each fuel pressure being assigned engine speed and load
operating ranges for operation based upon engine operation and soot
emissions. Multiple fuel pressures can include a high pressure, a
low pressure, and an intermediate pressure or a plurality of
intermediate pressures. Further, the desired fuel pressure can be a
low fuel pressure range scaled between a high and a low value
depending upon engine speed and engine load. FIG. 23 graphically
depicts an exemplary injection pressure strategy, wherein injection
pressure is modulated through a range of engine speeds and engine
loads, in accordance with the present disclosure. Engine load is
depicted as a fuel mass combusted per combustion cycle. Data lines
on the graph illustrate a desired fuel pressure that can be
commanded for an engine speed and an engine load. Fuel pressure is
operated at a low pressure within a defined low engine speed and
low engine load range. As engine speeds and loads increase, so does
the desired injection pressure, thereby avoiding soot generation at
the higher loads. Such a graph can be embodied in a control module
through a look-up table, programmed logic, or in an on-board model
sufficient to predict engine operation. As described above, the
fuel pressures and the particular operating ranges are variable
depending upon the particular engine configuration. Values and
ranges may be developed experimentally, empirically, predictively,
through modeling or other techniques adequate to accurately predict
engine operation, and a multitude of calibration curves might be
used by the same engine for each cylinder and for different engine
settings, conditions, or operating ranges.
[0094] The disclosure has described certain preferred embodiments
and modifications thereto. Further modifications and alterations
may occur to others upon reading and understanding the
specification. Therefore, it is intended that the disclosure not be
limited to the particular embodiment(s) disclosed as the best mode
contemplated for carrying out this disclosure, but that the
disclosure will include all embodiments falling within the scope of
the appended claims.
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